Retractable aerodynamic structures for cargo bodies and methods of controlling positioning of the same

ABSTRACT

A system that has electrically or electro-pneumatically actuated aerodynamic structures. An electric or electro-pneumatic actuator is employed, which receives signals from an existing anti-lock braking system (ABS) controller to determine when actuation occurs. Other systems are also provided that feature electric or electro-pneumatic actuation, including underbody skirts and scoops, as well as inflatable tractor-trailer gap sealing devices, adjustable tractor-trailer gap sealing flaps and inflatable trailer upper streamlining devices. Electronic control units (ECUs) for aerodynamic system control interfacing with alternate sensors for calculating speed are also provided. Satellite navigation, platooning awareness and managed pressure reserve capability can be employed with the aerodynamics ECU.

RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application Ser.No. 61/670,160, filed Jul. 11, 2012, entitled RETRACTABLE AERODYNAMICSTRUCTURES FOR CARGO BODIES AND METHODS OF CONTROLLING POSITIONING OFTHE SAME, the entire disclosure of which is herein incorporated byreference. This application also claims the benefit of U.S. ProvisionalApplication Ser. No. 61/779,777, filed Mar. 13, 2013, entitledRETRACTABLE AERODYNAMIC STRUCTURES FOR CARGO BODIES AND METHODS OFCONTROLLING POSITIONING OF THE SAME, the entire disclosure of which isherein incorporate by reference.

FIELD OF THE INVENTION

The present invention relates to aerodynamic structures for truck andtrailer bodies and other large cargo vehicles, and more particularly tocontrolling the positioning of the aerodynamic structures.

BACKGROUND OF THE INVENTION

Trucking is the primary mode of long-distance and short-haul transportfor goods and materials in the United States, and many other countries.Trucks typically include a motorized cab in which the driver sits andoperates the vehicle. The cab is attached to a box-like cargo section.Smaller trucks typically include an integral cargo section that sits ona unified frame which extends from the front wheels to the rear wheelassembly. Larger trucks often include a detachable cab unit, withmultiple driven axles, and a separate trailer with a long box-like cargounit seated atop two or more sets of wheel assemblies. These truckassemblages are commonly referred to as “semi-trailers” or “tractortrailers.” Most modern trucks' cabs—particularly those of tractortrailers, have been fitted with aerodynamic fairings on their roof,sides and front. These fairings assist in directing air over the exposedtop of the box-like cargo body, which typically extends higher (byseveral feet) than the average cab roof. The flat, projecting front faceof a cargo body is a substantial source of drag, above the cab roof. Theuse of such front-mounted aerodynamic fairings in recent years hasserved to significantly lower drag and, therefore, raise fuel economyfor trucks, especially those traveling at high speed on open highways.

However, the rear end of the truck's cargo body has remained the samethroughout its history. This is mainly because most trucks include largeswinging or rolling doors on their rear face. Trucks may also include alift gate or a lip that is suited particularly to backing the truck intoa loading dock area so that goods can be unloaded from the cargo body.It is well-known that the provision of appropriate aerodynamic fairings(typically consisting of an inwardly tapered set of walls) would furtherreduce the aerodynamic profile of the truck by reducing drag at the rearface. The reduction of drag, in turn, increases fuel economy.

Nevertheless, most attempts to provide aerodynamic structures thatintegrate with the structure and function of the rear cargo doors of atruck have been unsuccessful and/or impractical to use and operate. Suchrear aerodynamic structures are typically large and difficult to removefrom the rear so as to access the cargo doors when needed. One approachis to provide a structure that swings upwardly, completely out of thepath of the doors. However, aerodynamic structures that swing upwardlyrequire substantial strength or force to be moved away from the doors,and also require substantial height clearance above an already tallcargo body. Other solutions have attempted to provide an aerodynamicstructure that hinges to one side of the cargo body. While this requiresless force to move, it also requires substantial side clearance—which isgenerally absent from a closely packed, multi-truck loading dock.

In fact, most loading dock arrangements require that the relatively thincargo doors of conventional trucks swing open fully to about 270 degreesso that they can be latched against the adjacent sides of the cargobody. Only in this manner can the truck be backed into astandard-side-clearance loading dock, which is often populated by a lineof closely-spaced trailers that are frequently entering and leaving thedock. In such an environment, side-projecting or top-projecting fairingswould invariably interfere with operations at the loading dock.

A possible solution is to bifurcate the aerodynamic structure into aleft hinged and a right-hinged unit that defines a complete unit whenclosed, and hinges open to reveal the doors. However, the two separatesections still present a large projection that would be incapable ofswinging the requisite 270 degrees, and would undesirably tend toproject into the adjacent loading bays when opened.

Another alternative is to remove the fairing structure from the truckbefore it is parked at the loading bay. However, the removed structuremust then be placed somewhere during the loading/unloading process.Because most truck doors are relatively large, being in the range ofapproximately 7-8 feet by 8-9 feet overall, removing, manipulating andstoring a fairing in this manner may be impractical, or impossible, forthe driver and loading dock staff.

In the face of ever-increasing fuel costs, it is critical to developaerodynamic structures that can be applied to the rear of a truck cargobody, either as an original fitment, or by retrofit to existingvehicles. These structures should exhibit durability and long servicelife, be easy to use by the average operator, not interfere with normalloading and unloading operations through a rear cargo door, and not addsubstantial additional cost or weight to the vehicle. The structureshould exhibit a low profile on the vehicle frame and/or doors, notimpede side clearance when the doors are opened, and where possible,allow for clearance with respect to conventional door latchingmechanisms. Such structures should also allow for lighting on the rear,as well as other legally required structures. Furthermore, it isparticularly desirable for control of the position of the aerodynamicstructure to be automatic, so that user manipulation is not required andso that the aerodynamic structure is assured of deployment when thevehicle is motion and at highway speed.

SUMMARY OF THE INVENTION

The disadvantages of the prior art can be overcome by providing a systemthat has electrically- or electro-pneumatically actuated rearaerodynamic structures. An electric or electro-pneumatic actuator isemployed, which receives signals from a vehicle speed sensor todetermine when actuation occurs. Other systems are also provided thatfeature electric or electro-pneumatic actuation, including underbodyskirts and scoops, as well as inflatable tractor-trailer gap sealingdevices, adjustable tractor-trailer gap sealing flaps and inflatabletrailer upper streamlining devices. Electronic control units (ECUs) foraerodynamic system control interfacing with the ABS controller are alsoprovided. Satellite navigation, platooning awareness and managedpressure reserve capability can be employed with the aerodynamics ECU.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention description below refers to the accompanying drawings, ofwhich:

FIG. 1 is an overview block diagram of a system forelectrically-actuated aerodynamic structures, according to anillustrative embodiment;

FIG. 2 is a flow diagram of a procedure employing open-loop logic toprovide single-acting position of the aerodynamic structures, accordingto the illustrative embodiment;

FIG. 3 is a flow diagram of an exemplary procedure to providesingle-acting position control of the aerodynamic structures and to alsoprovide visual feedback depending on vehicle state and position ofaerodynamic structure, according to the illustrative embodiment;

FIG. 4 is a more detailed diagram of the system forelectronically-actuated aerodynamic structures, according to theillustrative embodiment;

FIG. 5 is a perspective view of a front of a trailer, showing the powerline communication connector, according to the illustrative embodiment;

FIG. 6 is a schematic diagram of a bottom view of a system for automaticcontrol of the positioning of folding aerodynamic structures, accordingto an illustrative embodiment;

FIG. 7 is a rear perspective view of the system for automatic control ofthe positioning of the folding aerodynamic structures, with theaerodynamic structure shown in the stowed, or folded, position,according to the illustrative embodiment;

FIG. 8 is a rear perspective view of the system for automatic control ofthe positioning of the folding aerodynamic structures, with theaerodynamic structure shown in the deployed, or open, position,according to the illustrative embodiment;

FIG. 9 is a rear perspective view of a system for automatic control ofthe positioning of sliding aerodynamic structures, according to anillustrative embodiment;

FIG. 10 is a side view of a cable routing arrangement for an aerodynamicstructure, according to an illustrative embodiment;

FIG. 11 is a bottom perspective view of the cable routing arrangementfor an aerodynamic structure, according to the illustrative embodiment;

FIG. 12 is a rear partial perspective view of an external cable routingarrangement for an aerodynamic structure, according to the illustrativeembodiment;

FIG. 13 is a top partial perspective view of an internal cable routingarrangement for an aerodynamic structure, according to the illustrativeembodiment;

FIG. 14 is a rear partial perspective view showing standard tail lightsfor a truck or cargo body and the top panels of the aerodynamicstructure, according to an illustrative embodiment;

FIG. 15 is a side partial perspective view showing the standard taillights for a truck or cargo body and the top panels of the aerodynamicstructure, showing the top panel in the stowed position, according tothe illustrative embodiment;

FIG. 16 is a side partial perspective view showing the standard taillights for a truck or cargo body and the top panels of the aerodynamicstructure, showing the top panel transitioning from the stowed positiontoward a deployed position, according to the illustrative embodiment;

FIG. 17 is a side partial perspective view showing the standard taillights for a truck or cargo body and the top panels of the aerodynamicstructure, showing the top panel in the deployed position, according tothe illustrative embodiment;

FIG. 17A is a rear partial perspective view of an aerodynamic structurewhen folded and including cutouts in a top panel of the aerodynamicstructure, in accordance with an illustrative embodiment;

FIG. 18 is a rear partial perspective view showing the top panel in thedeployed position and including integrated tail lights, according to anillustrative embodiment;

FIG. 19 is an overview block diagram of a system forelectro-pneumatically actuated aerodynamic structures, according to anillustrative embodiment;

FIG. 20 is a top partial perspective view of an electro-pneumaticallyactuated aerodynamic structure, shown in a deployed position, accordingto the illustrative embodiment;

FIG. 21 is a rear perspective view of the electro-pneumatically actuatedaerodynamic structure, shown in a deployed position, according to theillustrative embodiment;

FIG. 22 is a top partial perspective view of the electro-pneumaticallyactuated aerodynamic structure, shown in the deployed position,according to the illustrative embodiment;

FIG. 23 is a rear perspective view of an electro-pneumatically actuatedaerodynamic structure shown in the deployed position and employingrotary pneumatic actuators, according to the illustrative embodiment;

FIG. 23A is a detailed perspective view of the rotary pneumaticactuator, according to the illustrative embodiment;

FIG. 24 is a partial perspective view of a folding aerodynamic structureemploying pneumatic actuators, shown in the deployed position, accordingto an illustrative embodiment;

FIG. 24A is a partial perspective view of the folding aerodynamicstructure employing pneumatic actuators, shown in the stowed position,with the side panel folding over the top panel, according to theillustrative embodiment;

FIG. 24B is a partial perspective view of the folding aerodynamicstructure employing pneumatic actuators, shown in the stowed position,with the top panel folding over the side panel, according to theillustrative embodiment;

FIG. 25 is a partial perspective view of the folding aerodynamicstructure employing multiple double-acting actuators per side, showingthe panels in the deployed position, according to the illustrativeembodiment;

FIG. 26 is a detailed perspective view of a linear actuator andassociated hinge assembly, according to the illustrative embodiment;

FIG. 26A is a top view of the torsion bar when in the stowedpositioning, according to the illustrative embodiment;

FIG. 26B is a top view of the torsion bar when in a deployed staticconfiguration, according to the illustrative embodiment;

FIG. 26C is a top view of the torsion bar when in a deployed positioningat speed, according to the illustrative embodiment;

FIG. 27 is a partial perspective view of a sliding aerodynamic structureemploying electro-pneumatic actuators, according to the illustrativeembodiment;

FIG. 28A is a partial perspective view of an inflatable aerodynamicstructure, shown in the stowed, or deflated, positioning, according tothe illustrative embodiment;

FIG. 28B is a partial perspective view of the inflatable aerodynamicstructure, shown in the deployed, or inflated, positioning, according tothe illustrative embodiment;

FIG. 29A is a perspective view of an angularly adjustable trailer skirt,shown in the stowed position, according to an illustrative embodiment;

FIG. 29B is a perspective view of the angularly adjustable trailerskirt, shown in the extended position, according to the illustrativeembodiment;

FIG. 30A is a perspective view of a vertically adjustable trailer skirt,shown in the stowed position, according to an illustrative embodiment;

FIG. 30B is a perspective view of the vertically adjustable trailerskirt, shown in the extended position, according to the illustrativeembodiment;

FIG. 31A is a partial side view of a behind-bogie skirt, shown in thestowed position, according to an illustrative embodiment;

FIG. 31B is a partial side view of the behind-bogie skirt, shown in theextended position, according to the illustrative embodiment;

FIG. 32A is a bottom view of behind-bogie scoops, shown in the retractedposition, according to an illustrative embodiment;

FIG. 32B is a bottom view of the behind-bogie scoops, shown in theextended position, according to the illustrative embodiment;

FIG. 32C is a rear perspective view of the behind-bogie scoops, shown inthe retracted position, according to the illustrative embodiment;

FIG. 32D is a rear perspective view of the behind-bogie scoops, shown inthe extended position, according to the illustrative embodiment;

FIG. 33A is a side view of a truck cab and trailer body with agap-sealing device shown in the stowed position, according to anillustrative embodiment;

FIG. 33B is a top view of a truck cab and trailer body with thegap-sealing device shown in the stowed position, according to theillustrative embodiment;

FIG. 34A is a side view of a truck cab and trailer body with aninflatable tractor-trailer gap sealing device having single-stageinflation and secured to the trailer, the tractor-trailer gap sealingdevice shown in the inflated position, according to an illustrativeembodiment;

FIG. 34B is a top view of the inflatable tractor-trailer gap sealingdevice having single-stage inflation, shown in the inflated position,according to the illustrative embodiment;

FIG. 35A is a side view of a truck cab and trailer body with aninflatable tractor-trailer gap sealing device having single-stageinflation and secured to the truck, the tractor-trailer gap sealingdevice shown in the inflated position, according to the illustrativeembodiment;

FIG. 35B is a top view of the inflatable tractor-trailer gap sealingdevice having single-stage inflation and secured to the truck, shown inthe inflated position, according to the illustrative embodiment;

FIG. 36A is a side view of a truck cab and trailer body with aninflatable tractor-trailer gap sealing device having multi-stagedeployment, the tractor-trailer gap sealing device being secured to thetrailer body and shown in the inflated position, according to theillustrative embodiment;

FIG. 36B is a top view of the inflatable tractor-trailer gap sealingdevice having multi-stage deployment and secured to the trailer, shownin the inflated position, according to the illustrative embodiment;

FIG. 37A is a side view of a truck cab and trailer body with aninflatable tractor-trailer gap sealing device having multi-stagedeployment, the tractor-trailer gap sealing device being secured to thetruck and shown in the inflated position, according to the illustrativeembodiment;

FIG. 37B is a top view of the inflatable tractor-trailer gap sealingdevice having multi-stage deployment and secured to the truck, shown inthe inflated position, according to the illustrative embodiment;

FIG. 38A is a top view of an inflatable tractor-trailer gap sealingdevice having single-stage inflation and a semi-solid middle portionsecured to the trailer, shown in the inflated position, according to theillustrative embodiment;

FIG. 38B is a top view of an inflatable tractor-trailer gap sealingdevice having single-stage inflation and a semi-solid middle portionsecured to the truck, shown in the inflated position, according to theillustrative embodiment;

FIG. 39A is a top view of an inflatable tractor-trailer gap sealingdevice having multi-stage inflation and a semi-solid middle portionsecured to the trailer, shown in the inflated position, according to theillustrative embodiment;

FIG. 39B is a top view of an inflatable tractor-trailer gap sealingdevice having multi-stage inflation and a semi-solid middle portionsecured to the truck, shown in the inflated position, according to theillustrative embodiment;

FIG. 40A is a top view of an adjustable tractor-trailer gap sealingdevice having gap sealing flaps secured to the truck, shown in thestowed position, according to the illustrative embodiment;

FIG. 40B is a top view of an adjustable tractor-trailer gap sealingdevice having gap sealing flaps secured to the truck, shown in theextended, or sealing, position, according to the illustrativeembodiment;

FIG. 41A is a top perspective view of an inflatable trailer upperstreamlining device, shown in the deflated, or stowed, position,according to the illustrative embodiment;

FIG. 41B is a top perspective view of an inflatable trailer upperstreamlining device, shown in the inflated, or deployed, position,according to the illustrative embodiment;

FIG. 41C is a side view of the inflatable trailer upper streamliningdevice, shown in the inflated position, and showing air passing over thetruck cab and trailer body with the assistance of the upper streamliningdevice, according to the illustrative embodiment;

FIG. 42 is an overview block diagram of a system for electric controlunits (ECUs) for aerodynamic system control through interfacing with theABS controller or wheel speed sensor, according to an illustrativeembodiment;

FIG. 42A is a schematic diagram of a more detailed view of thecomponents of the ECU of FIG. 42, according to an illustrativeembodiment;

FIG. 43 is a schematic diagram of a bottom view of the routing of thesystem for ECUs for aerodynamic system control, as implemented on atrailer, according to the illustrative embodiment;

FIG. 44A is a partial perspective view of an aerodynamics ECU withplatooning awareness for a single vehicle, according to an illustrativeembodiment;

FIG. 44B is a partial perspective view of the aerodynamics ECU withplatooning awareness for another vehicle following the first singlevehicle, according to the illustrative embodiment;

FIG. 45 is a flow diagram showing the operation of a double-actingsystem logic for use in controlling one or more aerodynamic panels inaccordance with an embodiment;

FIG. 45A is an alternative flow diagram showing an illustrativeembodiment for double-acting automated control of one of moreaerodynamic panels in accordance with an embodiment;

FIG. 46 is a flow diagram showing the operation of an e-latch systemlogic, with feedback, for use in selectively latching and unlatching oneor more aerodynamic panels in accordance with an embodiment;

FIG. 47 is a flow diagram showing the operation of an e-latch systemlogic, without feedback, for use in selectively unlatching one or moreaerodynamic panels in accordance with an embodiment;

FIG. 48 is a top partial perspective view of an aerodynamic structureincluding a sliding swingarm assembly, in accordance with anillustrative embodiment;

FIG. 49 is a partial perspective view of the aerodynamic structureincluding a sliding swingarm assembly, in accordance with theillustrative embodiment;

FIG. 50 is a schematic diagram of a bottom view of the routing of thesystem for ECUs for aerodynamic system control, in accordance with anillustrative embodiment; and

FIG. 51 is a schematic diagram of a bottom view of the system for ECUsand smart latches for aerodynamic system control, as implemented on atrailer, in accordance with an illustrative embodiment

FIG. 52 is a partial perspective view of an aerodynamic structure shownin the deployed position and comprising an upper panel, a side panel anda lower panel including a hinged swingarm assembly and a poweredactuator (e.g. an electric motor) to assist in opening and/or closing ofthe aerodynamic structure, in accordance with the illustrativeembodiments;

FIG. 52A is a more detailed view of the powered actuator shown in FIG.52 operatively connected between the door and a side panel, inaccordance with the illustrative embodiment;

FIG. 53 is a partial perspective view of an aerodynamic structure shownin the deployed position and comprising an upper panel and a side panel,and including a hinged swingarm assembly and a powered actuator (e.g. anelectric motor) to assist in opening and/or closing of the aerodynamicstructure, in accordance with the illustrative embodiments;

FIG. 53A is a more detailed view of the powered actuator shown in FIG.53 operatively connected between the door and a side panel, inaccordance with the illustrative embodiments;

FIG. 54 is a partial perspective view of the aerodynamic structure ofFIG. 53 shown in a partially-collapsed position, in accordance with theillustrative embodiments;

FIG. 54A is a more detailed view of the powered actuator shown in FIG.54 operatively connected between the door and the side panel, shown inthe partially-collapsed position, in accordance with the illustrativeembodiments;

FIG. 55 is a detailed view of the tension rocker switch of themotor-driven cable winch system, in accordance with the illustrativeembodiments;

FIG. 56 is a partial perspective view of an indicator light to be usedin conjunction with an electronic latching mechanism, in accordance withthe illustrative embodiments; and

FIG. 56A is a more detailed view of the electronic latching mechanismwith integrated indicator light, in accordance with the illustrativeembodiments.

DETAILED DESCRIPTION

Various illustrative embodiments shown and described herein enableautomated control of the positioning of the aerodynamic structure. Inaccordance with the illustrative embodiments, the positioning of theaerodynamic structure refers to the deployment, adjustment and/orretraction of the aerodynamic structure, and generally describes thelocation of the aerodynamic structure with respect to a vehicle cargobody of tractor trailer body. The positioning of the aerodynamicstructure can be controlled by electric, electro-pneumatic, or otheractuators, to deploy, adjust and/or retract the aerodynamic structure.Other systems for the purpose of aerodynamic drag force reductionfeaturing electric or electro-pneumatic actuation are also describedherein. Electronic control units (ECUs) for the aerodynamic controlsystem are also provided to measure vehicle conditions, such as speed,and determine when to deploy, adjust and/or retract the aerodynamicstructure. ECUs described herein measure vehicle conditions either byinterfacing with existing sensors standard on tractor trailer and cargobodies, such as the ABS controller, trailer wheel sensors, or tractorpower lines, or by employing independent sensors, such as GPS,accelerometers, pressure taps, or optical readers. The term “cargo body”as used herein, refers to a truck cargo body or a trailer body that istypically towed by a truck or other vehicle.

The teachings herein are readily applicable to a variety of aerodynamicstructures, including both three-sided and four-sided arrangements. Byway of background, refer to U.S. Pat. No. 8,100,461, entitledREAR-MOUNTED AERODYNAMIC STRUCTURE FOR TRUCK CARGO BODIES, for examplesof aerodynamic structures. Reference is also made to commonly assignedU.S. Provisional Application Ser. No. 61/600,579, entitled REAR-MOUNTEDRETRACTABLE AERODYNAMIC STRUCTURE FOR CARGO BODIES, by Andrew F. Smithet al., which details a variety of aerodynamic arrangements to which theprinciples of the embodiments described herein can be applied, and theteachings of which are expressly incorporated herein by reference.

1. Electrically-Actuated Aerodynamic Structures

FIG. 1 is an overview block diagram of a system 100 for controlling thepositioning of electrically-actuated aerodynamic structures, accordingto an illustrative embodiment. Electrically-actuated systems refer tosystems in which the primary actuation mechanism is electric. As shown,a truck 110 includes conventional anti-lock braking system (ABS) 115having a logic processing unit 120. The energizing current is providedby the vehicle ABS controller 115, or switched by the ABS controller115. The same controller provides a reliable speed signal, acquired fromexisting wheel speed sensors, and a logic processing unit 120 capable ofenergizing relevant electrical circuits based primarily on vehicle speedconditions. The aerodynamics input and output (such as the wheel speedconditions) as well as the E-latch data (data pertaining to when theelectric actuator 150 controls the positioning of the aerodynamicstructure) is transmitted to the electric actuator 150 via cabling 125or other appropriate datastream. The aerodynamics I/O refers to anyinputs and/or outputs pertinent to the functionality of an activeaerodynamic structure. The E-latch data corresponds to any latchingmechanism using energizing current to maintain a positioning (i.e.latched or released state) of the aerodynamic structure. The latchingmechanism can comprise a latch actuated by solenoid or geared motor; anelectronic strike, an electromagnetic latch using a magnetic field tomaintain a latched state; and any other appropriate latch known to thoseskilled in the art. The system logic implemented in accordance with theillustrative embodiment prioritizes braking events over aerodynamicevents, and actuates aerodynamic devices when the speed signal indicatesa speed over a certain threshold (or under a certain threshold,determining whether the actuator is in a latched or released state). Thesystem can employ open-loop logic (as shown in the flow chart of FIG. 2)or closed-loop logic (as shown in the flow chart of FIG. 3). Commercialtrucks and other transportation vehicles are typically employed withpower line communication (“PLC”), which is a technology implemented oncommercial vehicles allowing communications from electronic controlunits (ECUs) on trailer to control units, visualization engines andother related controls for on-tractor or in-cabin.

FIG. 2 is a flow diagram of a procedure 200 employing open-loop logic tocontrol the positioning of the aerodynamic structures, according to theillustrative embodiment. As shown, the procedure commences at step 210by monitoring the speed and braking. At step 212, it is determinedwhether the speed has passed the threshold for deploying the aerodynamicstructure. The threshold is a predetermined speed at which theaerodynamic structure is set to deploy. If the speed has not passed thethreshold, it continues to loop back to step 210 to monitor the speedand braking. If the speed has passed a threshold for deploying, theprocedure continues to step 214. The procedure then determines whetheran ABS event is currently in progress. If an event is in process, atstep 216 the procedure waits a predetermined amount of time and thenchecks again to see if an ABS event is in still in progress. Thispredetermined amount of time can be any amount of time set at thediscretion of the user. If an ABS event is not in progress, theprocedure advances to step 218 and the latches are actuated. The counteris then incremented at step 220. Finally, at step 222 the proceduredetermined whether the latch has been actuated a predetermined number oftimes. If not, the latches are actuated and the counter is incremented.When the latch has been actuated a predetermined number of times, theprocedure advances to 225, and waits for zero speed or ignition resetevent.

FIG. 3 is a flow diagram of an exemplary procedure to control thepositioning of the aerodynamic structures, in accordance with anillustrative embodiment. The procedure 300 commences at step 310 with aninstruction to initialize the program. At step 312, the procedure readsthe current state as being open or closed. At step 314, the speed isthen calculated.

The procedure advances to step 316 if the speed is greater than “Z” whenthe truck is traveling in reverse, with “Z” being a predetermined speedsuch as 0.5 mph. If the state of the aerodynamic structure is open atstep 318, the procedure directs a warning light to flash until thecondition subsides at step 320, and then at step 322 the procedurereturns to step 312. If the state of the aerodynamic structure is closedat step 324, then the procedure sends a constant 12V of power to thelight at step 326, and then at step 328 returns to step 312. Alternativeevents are also anticipated for steps 320 and 326, such as constant 12 Vof power to the light in step 320 and no power to the light in step 326;it is only important that steps 320 and 326 provide different signals sothe driver can easily differentiate the position of his/her aerodynamicstructure.

The procedure advances to step 330 if the speed is greater than “X” whenthe truck is traveling forward, with “X” being a predetermined speedsuch as 1 mph. If the state of the aerodynamic structure is closed atstep 332, then 12 V of constant power is sent to the light at step 334,and then at step 336 the procedure returns to step 312. If the state ofthe aerodynamic structure is open at step 338, then the 12V power oflight is ended at step 340 and then at step 342 the procedure returns tostep 312. Similar to steps 320 and 326, steps 334 and 340 may providealternative differentiating signals, and a simpler logic embodiment isalso anticipated that would eliminate step 330 and dependents entirely.

The procedure advances to step 344 if the speed is greater than “Y”,with “Y” being a predetermined speed such as 35 mph. If the state of theaerodynamic structure is closed at step 346, the procedure advances tostep 348 where a 12V is sent to open the aerodynamic structure, there isa delay of 1.5 second at step 350, and then the 12V is ended at step352, then at step 354 the procedure returns to step 312. If the state isopen at step 356, then at step 358 the procedure returns to step 312.

FIG. 4 is a more detailed diagram of a system forelectronically-actuated aerodynamic structures connected into the ABScontroller of the truck, according to the illustrative embodiment. Avisualization engine and other functional devices are shown, asoperatively connected to the ABS controller of the truck. The system 400shows the ABS ECU 410, the various controls associated therewith, andthe aerodynamic I/O values associated therewith. As shown, the ABS ECU410 communicates power and feedback 412 to the tractor by PLC fortrailer ABS. Braking signals 414 are communicated to the ABS controller410. Drive and feedback signals 416 to the ABS components are provided,including speed sensing 417 and valve control 418. The inputs andoutputs to the aerodynamic systems (aerodynamic I/O) 420 are operativelyconnected to the ABS controller 410. The aerodynamic inputs and outputs420 include the latch/digital control, feedback, and power 421; thepneumatic system control, power 422, which can also include new orexisting pneumatic system supply 423; and hydraulic system control,power 424, which can also include new or existing hydraulic systemsupply 425.

The systems in accordance with the teachings of FIGS. 2-4 are bistable,meaning they have two stable states: a deployed state and a latchedstate. An electrically-actuated latching mechanism facilitates automateddeployment of the aerodynamic structure. Illustratively, retraction isfully manual.

1.1 Folding Aerodynamic Structures

A three- or four-sided rear aerodynamic structure featuring an uppersection (three-sided) or upper and lower sections (four-sided). havingvertical (side) and horizontal (top and/or bottom) sections. Theaerodynamic structure can feature panel structures that comprise top andside sections that are mechanically linked or structures that comprisetop and side sections tat are discrete.

Deployment of the aerodynamic systems can use the weight force of thesystem components, aided by any stored mechanical (e.g. sprung),pneumatic or hydraulic force or combination thereof to render the systemin a deployed state, when otherwise unrestrained, using a latchingmechanism to retain a closed position. Opening is automated by use of anelectric latch whereby actuation is dependent on an acquired vehiclespeed signal.

FIG. 5 is a perspective view of a front of a trailer, showing the powerline communication connector, according to the illustrative embodiment.As shown, the front 502 of a trailer 110 has a conventional connector510, such as an SAE J560 connector. The connector 510 includes a ground512, power and PLC communication 514, and brake light communication 516.These lines for the connector 510 are all for communication from/to thetractor.

FIG. 6 is a schematic diagram of a bottom view of a system linked intothe ABS control for automatic control of the positioning of foldingaerodynamic structures, according to an illustrative embodiment.Feedback 610 of the system is provided to the ABS control 615. Data fromthe speed sensors 618 is used to control the latches 620. The power andfeedback to the latches 621 is sent from the ABS control to the latches620. The latches 620 control the positioning of the panels 625, andallow the panel to extend into the deployed position (in the directionof arrow 626).

FIG. 7 is a rear perspective view of the system for automatic control ofthe positioning of the folding aerodynamic structures, with theaerodynamic structure shown in the stowed, or folded, position,according to the illustrative embodiment. As shown, the side panels 625are latched closed by the electric latches 620.

FIG. 8 is a rear perspective view of the system for automatic control ofthe positioning of the folding aerodynamic structures, with theaerodynamic structure shown in the deployed, or open, position,according to the illustrative embodiment. As shown, the side panels 625have been released by the electric latches 620 and deployed (in thedirection of arrows 810).

1.2 Sliding Aerodynamic Structures

FIG. 9 is a rear perspective view of a system for automatic control ofthe positioning of sliding aerodynamic structures, according to anillustrative embodiment. A three-sided aerodynamic structure 900 isshown in FIG. 9, which is biased in the direction of spring force (SF1).The three-sided aerodynamic structure uses stored mechanical pneumaticor hydraulic force, or a combination thereof, to render the system in adeployed state (when otherwise unrestrained) using a latching mechanism(910, 915) to retain a closed position. As shown, a striker bolt 910 isprovided on the aerodynamic structure that engages with an electroniclatch 915 to retain the aerodynamic structure in a closed, or retracted,position. The springs 920 bias the aerodynamic structure into the closedposition. Closing (retracting) and opening (deploying) the aerodynamicstructure of FIG. 9 results in motion in a direction along arrows SF2.Opening is automated by use of an electric latch whereby actuation isdependent on an acquired vehicle speed signal. The power, ground, andoptional feedback, 930 can be provided to the latch mechanism 915 asappropriate.

1.3 Cable Routing for Aerodynamic Structures

FIG. 10 is a side view of a cable routing arrangement for an aerodynamicstructure, according to an illustrative embodiment. Initial routing fromthe ABS module to a main loom conduit along the vehicle lengthwise axisfeatures cable relaxation. This allows any required movement orotherwise facilitates any usability constraint in the ABS module. Wherethe ABS module is fitted on the vehicle bogie, cable relaxation isdesigned allowing for a change in vehicle bogie position. This cablerouting mechanism can be shared with existing electrical cabling to theABS module. As shown, the cabling is routed within the main loom conduitalong the vehicle lengthwise axis. This conduit typically containsground and power to the rear tail light cluster, and any additionalelectrical power for any auxiliary devices located at the vehicle rear.The cable is routed into the existing wiring 1010 from the ABS module tothe main loom conduit. The cable is then routed within the main loomconduit 1020. Finally, the cable is routed back into existing conduit1030, and into each door and to the e-latch solution (or alternativeactuator, such as a pneumatic actuator or electric motor described ingreater detail hereinbelow). The cabling in this region is affixed in amanner allowing each door to open to a fully retracted (e.g. cargoloading) position without pinching, adversely abrading, stretching, orin any other way impeding the functionality of the door or the life ofthe cable. The cable may feature additional abrasion resistance in thissection. The cable run from the main loom conduit to the door may occurat the base of each door post, at the top of each door post or as acombination of both.

FIG. 11 is a bottom perspective view of the cable routing arrangementfor an aerodynamic structure, according to the illustrative embodiment.As shown, the cabling is wired through the existing conduit 1110. Theexisting strain relief mechanism 1112 is shown in the bottom view ofFIG. 11. The bogie-mounted ABS module 1120 is also shown in FIG. 11. Therear bogie/wheel assembly 1130 is shown in FIG. 11. The cabling assemblyshown in FIGS. 10 and 11 is readily applicable to any aerodynamicstructure and/or tractor-trailer assembly.

The cable routing may be internal or external to the cargo door(s). FIG.12 is a rear partial perspective view of an external cable routingarrangement for an aerodynamic structure, according to the illustrativeembodiment. As shown, the electronic latches 1210 are in communicationthrough external routing. The latches 1210 can be operatively connectedby an external relief routing arrangement 1212, a “from the top” routingarrangement 1214 or a “from the bottom” routing arrangement 1216relative to the doors 1220.

FIG. 13 is a top partial perspective view of an internal cable routingarrangement for an aerodynamic structure, according to the illustrativeembodiment. As shown, the electronic latches 1310 are in communicationthrough internal routing. The latches 1310 are secured to the panels byan internal routing arrangement. The wiring along the main conduit isshown at 1320. The trailer rear posts 1322 are shown and are adjacentthe hinges 1324, 1325. The wiring inside the doors to the latches 1330is shown, as well as the wiring to access the sides, along dotted line1332.

1.4 Trailing Edge Lighting Cluster for Top Panels of AerodynamicStructure

The folding aerodynamic structure can be benefited by employing ataillight system on the trailing edge of the upper panels. FIG. 14 is arear partial perspective view showing standard tail lights 1400 for atruck or cargo body and the top panels 1410 of the aerodynamicstructure, according to an illustrative embodiment. In accordance withthe illustrative embodiment, there is a cap 1420 that is approximately2-inches in height above the doors.

FIG. 15 is a side partial perspective view showing the standard taillights for a truck or cargo body and the top panels of the aerodynamicstructure, showing the top panel in the stowed position, according tothe illustrative embodiment. The panel 1510 is mounted on a linkage(offset hinge, quadrilateral linkage, etc) capable of maintaining alinear displacement 1520 from the uppermost vertical edge, exposing thestandard taillight cluster 1400, as shown in FIG. 15. When deployed, thetop panels obscure this cluster and contain its own cluster integratedinto the trailing edge, as shown in FIGS. 17 and 18. This systemrealizes aerodynamic advantages from having the top panel flush with thevehicle roof at the base surface, while maintaining visibility for therear/tail light cluster, in accordance with regulatory requirements.

FIG. 16 is a side partial perspective view showing the standard taillights 1400 for a truck or cargo body and the top panels 1510 of theaerodynamic structure, showing the top panel transitioning from thestowed position toward a deployed position, according to theillustrative embodiment. FIG. 17 is a side partial perspective viewshowing the standard tail lights for a truck or cargo body and the toppanels of the aerodynamic structure, showing the top panel in thedeployed position, according to the illustrative embodiment.

FIG. 17A is a rear partial perspective view of an aerodynamic structureincluding cutouts in a top panel of the aerodynamic structure, accordingto an illustrative embodiment. The aerodynamic structure 1700 includes aside panel 1710 that overlays an upper panel 1712 when the aerodynamicstructure is in the folded position, as shown in FIG. 17A. The upperpanel 1712 can include a first cutout 1720 for a lock rod 1721 and asecond cutout 1722 for appropriate light(s) 1725. The lights are visiblewhen the aerodynamic structure is closed by providing the cutouts on theupper panel. The shape, placement and positioning of cutout(s) arehighly variable within ordinary skill to provide desired accessibilityto components of the trailer, including the lock rod, lights, or anyother portions of the trailer, door or frame. Furthermore, dependingupon the folding arrangement of the aerodynamic structure, the cutoutscan be placed on the side panel in addition to, or instead of, on theupper panel.

FIG. 18 is a rear partial perspective view showing the top panel 1810 inthe deployed position and including integrated tail lights 1820,according to an illustrative embodiment.

2. Electro Pneumatically Actuated Aerodynamic Structures

Electro-pneumatic systems refer to systems in which the primaryactuation mechanism is pneumatic. More specifically, a pneumatic pistonrod or rotary displacement actuator, actuated via solenoid. FIG. 19 isan overview block diagram of a system 1900 for electro-pneumaticallyactuated aerodynamic structures connected into the ABS controller,according to an illustrative embodiment. An ABS controller 1915 isoperatively connected to the solenoid trigger 1920, and the ABScontroller provides energy to the solenoid 1930 for controlling the air1940 that is delivered to the pneumatic devices 1950. The energizingcurrent for the solenoid 1930 is provided by the vehicle ABS controller1915, or switched by the ABS controller. The same ABS controller 1915also provides a reliable speed signal, acquired from existing wheelspeed sensors, and a logic processing unit (see FIG. 1 and thecorresponding description for more detail) capable of energizingrelevant electrical circuits based primarily on vehicle speedconditions. While there are simplicity benefits in having a single ABScontroller provide both pressurized air and vehicle speed, it ispossible to use alternative sensors, such as accelerometers, GPS, oroptical position readers, and/or alternative power supplies, such as anair compressor.

Generally, these systems are bistable (open/deployed and closed/parkedstates), with solenoid actuation effectively providing two states, inwhich the solenoid is energized or not. This pneumatic piston rod, inturn can be single acting (meaning it provides force in one linear orone angular moment sense only) or double acting (meaning it providesforce in two directions along one axis or in two moment-senses aroundone axis). FIG. 20 is a top partial perspective view of anelectro-pneumatically actuated aerodynamic structure, shown in adeployed position, according to the illustrative embodiment having twopneumatic cylinders. As shown, the pneumatic actuators 2010 controlmovement (in the direction of arrow 2020) of the side panels 2030. FIG.21 is a rear perspective view of the electro-pneumatically actuatedaerodynamic structure, shown in a deployed position, according to theillustrative embodiment. FIG. 22 is a top partial perspective view ofthe electro-pneumatically actuated aerodynamic structure, shown in thedeployed position, according to the illustrative embodiment.

FIG. 23 is a rear perspective view of an electro-pneumatically actuatedaerodynamic structure shown in the deployed position and employingrotary pneumatic actuators, according to the illustrative embodiment.The side panels 2310 move in the direction of arrows 2315 through use ofrotary pneumatic actuators 2320 and associated pneumatic line(s) 2325.

FIG. 23A is a detailed perspective view of the rotary pneumaticactuator, according to the illustrative embodiment. As shown, the rotaryactuator 2320 is secured to the side panel 2310 by a key and keyedshaft. The side panel 2310 has a key 2340 mounted thereon, which engagesa keyed shaft 2345 of the rotary actuator 2320.

2.1 Folding Aerodynamic Structures with Pneumatic Actuator(s); BistableActuation

A three- or four-sided aerodynamic structure using a pneumatic mechanismto retain one of two positions (open/deployed and closed/retracted) isprovided, in which pneumatic reserves are shared with the braking systemof the vehicle. Actuation is contingent on an acquired vehicle speedsignal. The pneumatic mechanism can feature linear or rotationalmovement. The actuator can comprise a single single-acting actuator perside (or multiple single-acting actuators per side) to facilitateopening of a folding aerodynamic structure with mechanically linked ormechanically unique horizontal and vertical panel sections. The actuatorcan comprise a single double-acting actuator per side (or multipledouble-acting actuators per side) that is used to automate opening andclosing of a folding aerodynamic structure with mechanically linked ormechanically unique horizontal and vertical panel sections. Inaccordance with an illustrative embodiment, the ABS module is programmedto open the aerodynamic structure above a threshold speed, and to closethe aerodynamic structure below a threshold speed. The opening andclosing threshold speeds can be unique. The default and/or “failsafe”position of the aerodynamic device can be open (deployed) or closed(retracted).

FIG. 24 is a partial perspective view of a folding aerodynamic structureemploying pneumatic actuators, shown in the deployed position, accordingto an illustrative embodiment, employing two pneumatic actuators 2410.FIG. 24A is a partial perspective view of the folding aerodynamicstructure employing pneumatic actuators, shown in the stowed position,with the side panel folding over the top panel, according to theillustrative embodiment. FIG. 24B is a partial perspective view of thefolding aerodynamic structure employing pneumatic actuators, shown inthe stowed position, with the top panel folding over the side panel,according to the illustrative embodiment. FIG. 25 is a partialperspective view of the folding aerodynamic structure employing multipledouble-acting actuators 2510 per side, showing the panels in thedeployed position, according to the illustrative embodiment.

The systems employing bistable actuation with pneumatic actuators canfeatures failsafe modes on detection of a significant braking event. Thesystem can be programmed to lose system pressure providing manualactuation or to retract as soon as possible.

2.2 Folding Aerodynamic Structures with Multi-Position PneumaticActuation

In accordance with a pneumatic mechanism to set and hold any angulardisplacement of the panel assembly, pneumatic reserves are shared withthe vehicle's braking system. Actuation is contingent on an acquiredvehicle speed signal, allowing the aerodynamic structure to achieve anoptimal position with respect to prevailing vehicle speed. The system isaided by further control of the pneumatic solution with respect toprevailing wind conditions, where wind condition information is used tocalculate or otherwise account for effects of freestream yaw given windconditions.

2.3 Folding Aerodynamic Structure; Aero-Mechanical Displacement

A three- or four-sided aerodynamic structure features folding,overlapping side and top (three-sided) or top and bottom (four-sided)sections, using the weight force of the system components aided by anystored mechanical (e.g. sprung), pneumatic or hydraulic force or acombination thereof, to render the system in a deployed state (whenotherwise unrestrained), using a pneumatic mechanism(s) to set and holdany angular displacement of top or side panel assemblies from thevehicle afterbody, whereby pneumatic reserves are shared with thevehicle's braking system. Top and side panels are not mechanicallylinked, pneumatic actuation of overlapping sections is staggered and/ordelayed accordingly. Pneumatic actuation is contingent on an acquiredvehicle speed signal. A smaller degree of angular displacement in thedeployed position is afforded by a spring or spring-damper systemallowing additional angular displacement on any linked panel system as afunction of pressure differences imparted by local wind conditions.

FIG. 26 is a detailed perspective view of a linear actuator andassociated hinge assembly, according to the illustrative embodiment. Asshown, a hinge 2610 with restraint 2612 and torsion bar 2614 securedbetween the side panel 2620 and the trailer door 2630. Additionally,linear actuator 2640 is provided between the side panel 2620 and trailerdoor 2630. As shown in FIG. 26A, when in the stowed position, thetorsion bar and the actuator experience torque in the same direction. Inthe deployed static position of FIG. 26B, the torsion bar and theactuator are in equilibrium, and the actuator is not fully extended. Inthe deployed at speed position shown in FIG. 26C, the torsion bar torqueis opposite the actuator torque and the air pressure torque, resultingin full deployment at full speed.

2.4 Sliding Aerodynamic Structures; Bistable Actuation

A three-sided aerodynamic structure featuring sliding top and sidesections, using stored mechanical, pneumatic or hydraulic force or acombination thereof, to render the system in a parked state (collapsed;no extension beyond the vehicle rear surface), using pneumatic actuationto move the system into a deployed state (as shown in FIG. 27). FIG. 27is a partial perspective view of a sliding aerodynamic structureemploying electro-pneumatic actuators, according to the illustrativeembodiment. Illustratively, actuation is dependent upon an acquiredvehicle speed signal. The actuators 2710 are connected to pneumaticline(s) 2720. The pneumatic actuators 2710 control movement of thesystem from the collapsed state into the deployed state, as shown byarrows 2730.

2.5 Sliding Aerodynamic Structures; Multi-Position Actuation

A three-sided aerodynamic structure features a sliding top and sidesections (similar to the structure shown in FIG. 27), using storedmechanical, pneumatic or hydraulic force or combination thereof torender the system in a parked state (when otherwise unrestrained), usingpneumatic actuation to move the system into intermediate and fullydeployed states. Actuation is dependent upon an acquired vehicle speedsignal.

2.6 Inflatable Systems

FIG. 28A is a partial perspective view of an inflatable aerodynamicstructure 2810, shown in the stowed, or deflated, positioning, accordingto the illustrative embodiment. Actuation of the inflatable structure2810 is dependent on an acquired vehicle speed signal as acquired by thevehicle ABS system and inflated (arrow 2820) using air from the vehiclebraking system. FIG. 28B is a partial perspective view of the inflatableaerodynamic structure 2810, shown in the deployed, or inflated,positioning, according to the illustrative embodiment.

3. Other Systems Employing Electric of Electro-Pneumatic Actuation

A value-added vehicle ABS controller(s), or alternatively, an ECUincorporating vehicle speed sensing, can be used to render additionalaerodynamic solutions active. At a most basic level these systems arebistable, with actuator or solenoid actuation effectively providing twostates (when the solenoid is energized or not). It is also contemplatedthat multiple stable states can be presented.

3.1 Moveable Trailer Underbody Skirts and Scoops

FIG. 29A is a perspective view of an angularly adjustable trailer skirt2910 for a truck cargo body 110, shown in the stowed position, accordingto an illustrative embodiment. The adjustable angular displacement ofthe trailer skirt 2910 allows a change in vertical height-to-groundactuated electro-pneumatically, using stored mechanical, pneumatic orhydraulic force or combination thereof to render the system in afailsafe state. The angularly adjustable trailer skirt 2910 isadjustable in the direction of arrow 2920 as shown in FIG. 29B which isa perspective view of the angularly adjustable trailer skirt, shown inthe extended position, according to the illustrative embodiment;

FIG. 30A is a perspective view of a vertically adjustable trailer skirt3010, shown in the stowed position, according to an illustrativeembodiment. The adjustable vertical displacement of the trailer skirt3010 allows a change in vertical height-to-ground actuated byelectro-pneumatic means, using stored mechanical, pneumatic or hydraulicforce, or a combination thereof, to render the system in a failsafestate. The vertically adjustable trailer skirt 3010 is adjustable in thedirection of arrow 3020. FIG. 30B is a perspective view of thevertically adjustable trailer skirt, shown in the extended position,according to the illustrative embodiment;

FIG. 31A is a partial side view of a behind-bogie skirt, shown in thestowed position, according to an illustrative embodiment. FIG. 31B is apartial side view of the behind-bogie skirt 3110, shown in the extendedposition as the skirt 3110 moves in the direction of arrow 3120,according to the illustrative embodiment;

FIG. 32A is a bottom view of behind-bogie scoops 3210, shown in theretracted position, according to an illustrative embodiment. FIG. 32B isa bottom view of the behind-bogie scoops 3210, shown in the extendedposition, according to the illustrative embodiment. FIG. 32C is a rearperspective view of the behind-bogie scoops 3210, shown in the retractedposition, according to the illustrative embodiment. FIG. 32D is a rearperspective view of the behind-bogie scoops, shown in the extendedposition, according to the illustrative embodiment.

3.2 Single-Stage Inflatable Tractor-Trailer Gap Sealing Structure

An inflatable device is provided that partially or completely seals thetractor-trailer gap. The tractor-trailer gap refers to the gap that istypically created between the truck cab and the trailer body—partial orcomplete sealing of this gap is an aerodynamic improvement. Actuation ofthe inflatable device is dependent on an acquired vehicle speed signal.Likewise, rapid deflation occurs at speeds below a “highway speed”threshold. The device is constructed and arranged such that a limitedangular displacement of tractor and trailer is allowed, characteristicof highway driving conditions. Below highway speeds, the device rapidlydeflates, allowing angular deflections characteristic of city driving,parking and other driving related activities.

FIG. 33A is a side view of a truck cab 3310 and trailer body 3312 with agap-sealing device shown in the stowed position, according to anillustrative embodiment. FIG. 33B is a top view of the truck cab 3310and trailer body 3312 with the gap-sealing device shown in the stowedposition, according to the illustrative embodiment;

FIG. 34A is a side view of a truck cab 3310 and trailer body 3312 withan inflatable tractor-trailer gap sealing device 3410 havingsingle-stage inflation and secured to the trailer 3312, thetractor-trailer gap sealing device shown in the inflated position,according to an illustrative embodiment. FIG. 34B is a top view of theinflatable tractor-trailer gap sealing device having single-stageinflation, shown in the inflated position, according to the illustrativeembodiment. As shown in the top view, the inflatable gap sealing deviceallows for deflection of the trailer cab at speeds.

FIG. 35A is a side view of a truck cab 3310 and trailer body 3312 withan inflatable tractor-trailer gap sealing device 3510 havingsingle-stage inflation and secured to the truck 3310, thetractor-trailer gap sealing device shown in the inflated position,according to the illustrative embodiment. FIG. 35B is a top view of theinflatable tractor-trailer gap sealing device having single-stageinflation, shown in the inflated position, according to the illustrativeembodiment.

3.3 Multi-Stage Inflatable Tractor-Trailer Gap Sealing Structure

The addition of multiple inflatable stages for different speed rangescharacteristic of highway cruising (with little angular displacement oftractor and trailer) and lower speed ranges (where high angulardisplacement of tractor and trailer is likely). The stages can also beinflated to reflect changes in tractor-trailer gap.

FIG. 36A is a side view of a truck cab 3310 and trailer body 3312 withan inflatable tractor-trailer gap sealing device 3610 having multi-stagedeployment, the tractor-trailer gap sealing device being secured to thetrailer body 3312 and shown in the inflated position, according to theillustrative embodiment. The multi-stage gap sealing device includes afirst inflation stage 3611, a second inflation stage 3612, and a thirdinflation stage 3613, which altogether results in the inflation of thegap sealing device 3610. FIG. 36B is a top view of the inflatabletractor-trailer gap sealing device 3610 having multi-stage deployment(3611, 3612, 3613) and secured to the trailer 3312, shown in theinflated position, according to the illustrative embodiment.

FIG. 37A is a side view of a truck cab 3310 and trailer body 3312 withan inflatable tractor-trailer gap sealing device 3710 having multi-stagedeployment, the tractor-trailer gap sealing device being secured to thetruck 3310 and shown in the inflated position, according to theillustrative embodiment. The multi-stage gap sealing device includes afirst inflation stage 3711, a second inflation stage 3712, and a thirdinflation stage 3613, which altogether results in the inflation of thegap sealing device 3710. FIG. 37B is a top view of the inflatabletractor-trailer gap sealing device having multi-stage deployment andsecured to the truck, shown in the inflated position, according to theillustrative embodiment.

3.4 Single-Stage Inflatable Tractor-Trailer Gap Sealing Device withSemi-Solid Middle Portion

A variation of the multi-stage inflatable concept concerns replacing oneof the sections with a permanent, semi-solid section (e.g. foam core)shaped such that all angular displacements between tractor and trailerdo not deform the section, while at cruise the inflatable sections areinflatable at highway speeds. FIG. 38A is a top view of an inflatabletractor-trailer gap sealing device 3810 having single-stage inflation ofinflatable portions 3812 and a semi-solid middle portion 3814 secured tothe trailer, shown in the inflated position, according to theillustrative embodiment. FIG. 38B is a top view of an inflatabletractor-trailer gap sealing device 3810 having single-stage inflationand a semi-solid middle portion secured to the truck, shown in theinflated position, according to the illustrative embodiment.

3.5 Multi-Stage Inflatable Tractor-Trailer Gap Sealing Device withSemi-Solid Middle Portion

FIG. 39A is a top view of an inflatable tractor-trailer gap sealingdevice 3910 having a semi-solid middle portion 3912 secured to thetrailer body 3312 and multi-stage inflation (3911 is inflatable withrespect to tractor-trailer (linear) gap and 3912 is inflatable forhighway speeds), according to the illustrative embodiment;

FIG. 39B is a top view of an inflatable tractor-trailer gap sealingdevice 3910 having a semi-solid middle portion 3912 secured to the truck3310 and multi-stage inflation (3911 is inflatable with respect totractor-trailer (linear gap) and 3912 is inflatable for highway speeds),shown in the inflated position, according to the illustrativeembodiment.

3.6 Adjustable Tractor-Trailer Gap Sealing Flaps

A series of flaps mounted to the sides, or to the top (not shown) andsides of a tractor's relevant trailing edges. FIG. 40A is a top view ofan adjustable tractor-trailer gap sealing device having gap sealingflaps 4010 secured to the truck 3310, shown in the stowed position,according to the illustrative embodiment. The ABS controller utilizes asteering angle input signal so that during turning maneuvers, the insideflap is deflected outwards (as shown by arrows 4020 in FIG. 40A), suchthat it deflects clear of the trailer 3312. The flaps 4010 are shown inclose contact to the trailer 3312 (as shown by arrows 4025) in FIG. 40B.It is also contemplated that a system of springs, tab stops and leversmaintain the same effect in a completely passive system, as commonlyknown to those skilled in the art.

3.7 Inflatable Trailer Upper Streamlining Structure

An inflatable device placed on top of a trailer at the upper front edgefor the purposes of streamlining separated flow from the trailer roofleading and side edges is shown in FIGS. 41A and 41B. Actuation isdependent on an acquired vehicle speed signal, as is rapid deflation atspeeds below a “highway speed” threshold. FIG. 41A is a top perspectiveview of an inflatable trailer upper streamlining device, shown in thedeflated, or stowed, position, according to an illustrative embodiment.As shown, the inflatable device 4110 is secured on a top surface of thetrailer 4112. The inflatable trailer upper streamlining device 4110 isshown in the inflated position in FIG. 41B, in which the device 4110inflates outward and upward, in the direction of arrows 4120.

FIG. 41C is a side view of the inflatable trailer upper streamliningdevice 4110, shown in the inflated position, and showing air passingover the truck cab 4130 and trailer body 4112 with the assistance of theupper streamlining device 4110, according to the illustrativeembodiment.

4. Electronic Control Units (ECUs) for Aerodynamic System Control

An alternative to using value-added vehicle ABS controller(s) toproviding system logic, electrical power and signaling to aerodynamiccontrol hardware is presented.

4.1 Aerodynamics ECU

FIG. 42 is an overview block diagram of a system for electric controlunits (ECUs) for aerodynamic system control through interfacing with anexternal speed sensor, such as the ABS controller (4210), wheel speedsensor (4213), an optical reader, or pressure differential sensorsmounted to the rear doors and at an alternative location in theairstream; or an internal sensor, such as GPS, an accelerometer,according to an illustrative embodiment. A second ECU is presented forproviding control of the aerodynamic structure hardware. The motorizedaerodynamic system can be either double acting or single acting (e.g.motorized for both open and close or only one direction, respectively).In three illustrated examples, the aerodynamics ECU 4220 acquires aspeed signal from either digital communication line from ABS controller4210, power line communication from ABS controller 4210, or directlyfrom wheel speed sensor 4213. In an exemplary embodiment, the wheelspeed sensor is of the common style used in an ABS system consisting ofa toothed or slotted wheel 4212 and a magnetic sensor 4213, allowing theaerodynamics ECU to process and execute system logic on basis of vehiclespeed. The aerodynamics ECU optionally interfaces with the ABScontroller to acquire a reliable “actuation OK” signal from it via PLCon a “constant hot” (J560 blue for example) power line or a digitaloutput, allowing the aerodynamics ECU to process and execute systemlogic during times where system electrical and pneumatic resources arenot dedicated to braking maneuvers.

Illustratively, as shown in FIG. 42A, there are multipleanalogue/digital inputs and outputs on the aerodynamic ECU 4220 for thepurpose of deploying, adjusting and retracting vehicle aerodynamicdevices. The aerodynamic ECU 4220 optionally communicates status andfault information through PLC (power line communication) to the tractor.The electrical diagram of the Aerodynamic ECU shows two incoming linesand one outgoing line. The basic schematic of the ECU consists of apower conditioning element 4925, a processor 4926, and a high powercontrol switching element 4924. The power conditioning element receives12 volt DC power from the tractor and provides protection from currentsurges and regulates voltage to the proper level for powering theprocessor and power switching element. The processor 4926 receives theincoming data from an external sensor 4221 a, such as the ABScontroller, a gear tooth speed and direction sensor, or PLC from thetractor, or an internal sensor 4221 b, such as accelerometer, GPS or GSM(Global System for Mobile Communications). From this incoming data, theprocessor determines the speed and direction of the trailer and executeslogic sending commands to the switching element 4924. The high powerswitching element 4924 consists of one or more transistors or relaysallowing for switching of higher current loads than the processor iscapable of handling. The switching element sends power to pneumaticvalves, electric motors or electric latches for controlling the positionof the aerodynamic system.

FIG. 43 is a bottom view of a schematic diagram showing the routing ofthe system 4300 for ECUs for aerodynamic system control, as implementedon a trailer, according to the illustrative embodiment. An electrical orelectro-pneumatic aerodynamic structure 4310 is provided at a back endof the trailer. The ABS controller and valve manifold 4320 areoperatively connected to the speed sensor 4322 and the aerodynamics ECU4325. The aerodynamics ECU can be both with and without manifold,pressure reserve, and other functionalities known in the art. Theelectrical main conduit 4330 carries power to the ABS controller 4320and the aerodynamics controller 4325. A pneumatic service line 4340 isoperatively connected to the ABS controller and the aerodynamicscontroller. The pneumatic returns to aerodynamic devices via line 4345.The electrical main conduit 4330 can be from the main power line 4350,such as J560 known commonly in the art.

4.2 Aerodynamic ECU with Satellite Navigation

The system shown and described above with reference to FIGS. 42 and 43is further enhanced with satellite navigation functionality for thepurposes of acquiring absolute position of the tractor-trailer or truck,and deploying, adjusting or retracting commercial vehicle aerodynamicsystems on the basis of the vehicle's absolute position. The state orpositioning of the aerodynamic device can be updated for regulatorycompliance, given known local, state and federal differences regardingvehicle requirements. The state or positioning of the aerodynamic devicecan also be updated for known locations where certain packagingstrategies are required. For example, retracting all aerodynamic systemsin known yards, docks, loading bays, etc.). The state or positioning ofthe aerodynamic structure can be updated for known locations for bestpackaging practice given civic sensitivities (e.g. all aerodynamicstructures retracted in major cities).

The satellite functionality also provides a redundant speed signal alsousable for the purposes of deploying, adjusting or refracting commercialvehicle aerodynamic systems based on speed.

4.3 Aerodynamic ECU with Platooning Awareness

Position awareness functionality is employed for the purposes ofacquiring data characterizing absolute proximity of upstream and/ordownstream vehicle forms and deploying, adjusting or retractingcommercial vehicle aerodynamic systems on basis to net vehicle platoondrag force mitigation. FIG. 44A is a partial perspective view of anaerodynamics ECU with platooning awareness for a single vehicle,according to an illustrative embodiment. As shown in FIG. 44A, positionawareness is employed for the aerodynamic structure mounted on thetrailer 4400. As shown, the position awareness determines that this isthe last vehicle in a platoon, and thus the air flows as shown by arrows4402, 4404 and 4406. FIG. 44B is a partial perspective view of theaerodynamics ECU with platooning awareness for another vehicle followingthe first single vehicle, according to the illustrative embodiment. Asshown, with platooning awareness employed, the aerodynamic structure ofthe trailer 4400 moves outward (in the direction of arrows 4410, 4412and 4413). As shown, this results in an efficient airflow surroundingthe platooning vehicles 4400 and 4420.

Various illustrative embodiments shown and described herein automatecontrol of the positioning of an aerodynamic structure. It should beclear that the positioning (i.e. deployment, adjustment and/orretraction) of the aerodynamic structure can be controlled in anautomatic manner in accordance with the teachings herein. The existinginfrastructure of trucks and trailers can be utilized to perform theautomatic actuation. For example, speed signals from existing wheelspeed sensors for the ABS controller can be used to determine when theaerodynamic structure should be deployed and/or to determine when thestructure should be retracted or adjusted. This is performed in anautomatic manner so that there is no effort required on behalf of thetruck operator to actuate the aerodynamic structures. This allows thedriver to focus on driving as opposed to the aerodynamic structure.

Reference is now made briefly to FIG. 45, which depicts a flow diagramof a procedure/process 4500 showing the operation of a double-actingsystem logic for use in controlling one or more aerodynamic panels inaccordance with an embodiment. The depicted steps should be selfexplanatory. In this embodiment the system operates free of any manualoverride and without (free of) feedback. However it should be clear tothose of skill that such functions can be implemented in furtherembodiments.

FIG. 45A is a flow diagram showing an illustrative embodiment forautomated control of one of more aerodynamic panels in accordance withan embodiment. The procedure 4525 commences at step 4526 where theprogram is initialized. At step 4528, the current state of theaerodynamic structure is saved (as a “3” which signifies UNKNOWN), andat step 4530 the speed is calculated. In accordance with the exemplaryembodiment, an aerodynamic structure having a state of “1” indicates itis closed, a state of “2” indicates it is open, and a state of “3”indicates an unknown state.

At step 4532, if the speed of the vehicle is less than “X”, with X beinga predetermined speed, such as 10 mph, then at step 4534 there is adelay of 1 second. If the speed is greater than X at step 4536, then atstep 4538 the procedure returns to step 4530. If the speed is less thanX at step 4540, then if the state is “1” (indicating the aerodynamicstructure is closed), then at step 4541 the procedure returns to step4530. If the state of the structure is not closed at step 4544, then atstep 4546 the 12V signal to close is sent, and at step 4548 there is adelay of “Z” seconds, where a Z of 20 seconds is an exemplaryembodiment; the important thing is simply that Z is large enough toallow the device to completely close during that time interval. Then atstep 4550 the 12V signal ends. The current state is then saved at 4552as closed, and at step 4554 the procedure returns to step 4530. If thespeed is greater than X (10 mph) but less than “Y” (35 mph) at step4557, then at step 4558 there is no change and the procedure returns tostep 4530.

At step 4560, if the speed is greater than Y (35 mph), then at step 4562a delay of 5 seconds is implemented. If the speed is greater than Y atstep 4564 the procedure then determines the state of the aerodynamicstructure. If the state is not open at step 4566, then a 12V signal issent to open the structure at step 4568, then at step 4570 there is adelay of “W” seconds, where W is 120 seconds in an exemplary embodiment(W should be large enough to allow the device to completely open duringthat time interval), and then at step 4572 an end 12V signal is sent.The current state (being open) is then saved at step 4574, and at step4576 the procedure returns to step 4530. If the speed is greater than Yat 4564 and the state is open at step 4578, then at step 4580 theprocedure simply returns to step 4530 to calculate the speed. If thespeed at step 4582 is less than Y, then at step 4584 the procedurereturns to step 4530. The speed and delays selected for variables X, Y,W and Z can be easily customized to account for different vehicle oraerodynamic structure models, such as an aerodynamic structures withthree or four sides, and, if desired, to also account for the route theparticular trailer will travel. The speed and automatic release of theaerodynamic structures would have one particular set of variables forcity driving, for example, and perhaps another for long-distance tripsthat involve more highway driving.

Referring to FIG. 46, there is shown a flow diagram of a procedure 4600for the operation of an e-latch system logic, with feedback, for use inselectively latching and unlatching one or more aerodynamic panels inaccordance with an embodiment. Again, the depicted steps should beself-explanatory.

Referring now to FIG. 47, there is shown a flow diagram of a procedure4700 for the operation of an e-latch system logic, without (free of)feedback, for use in selectively latching and unlatching one or moreaerodynamic panels in accordance with an embodiment. The depicted stepsof this procedure/process should also be self-explanatory.

4.4. Sliding Swingarm Assembly

Reference is now made to FIGS. 48 and 49 showing an aerodynamicstructure including a sliding swingarm assembly. FIG. 48 is a toppartial perspective view of the aerodynamic structure and slidingswingarm assembly, shown in an open position. The aerodynamic structureincludes a side panel 4822, a top panel 4821 and top joining panel 4823.The slider 4813 is located on a slider track 4810 and is connected tothe side panel via tie rod 4811 and to the top panel via tie rod 4812.The aerodynamic structure is shown in the deployed position in FIGS. 48and 49. To fold, stow or otherwise close the structure, the slidingmechanism 4813 moves downward (in the direction of arrow A48). Thiscauses the top panels 4821 and 4823 to fold on the joint 4820 and thetop panel 4821 to fold into the door surface 4801 to form anapproximately flat structure when folded. The sliding mechanism can bebiased to open (via a gas spring, for example) and then manually closed.The sliding mechanism can also (or alternatively) be motorized toprovide automatic “hands-free” operation through a control system suchas an ABS ECU or an otherwise controlled and programmed ECU known in theart. The motor can be electric, pneumatic or hydraulic and can be eitherdouble acting (motorized for both open and closed) or single acting(motorized in one direction and having passive return through storedenergy from a spring or gravity).

4.5 Aerodynamics ECU

Reference is made to FIG. 50 showing a schematic diagram of a bottomview of a trailer showing the routing system for ECUs for theaerodynamic system control, in accordance with an illustrativeembodiment. An aerodynamic structure 5010 is mounted at the rear end ofthe trailer and can be electrical or electro-pneumatic. The ABScontroller 5011 and valve manifold 5012 are operatively connected to thespeed sensor 5013. Illustratively, the aerodynamic control (ECU) 5020 isconnected to the same speed sensor 5013 via a signal splitting cable5014. A main electrical conduit 5030 carries power to the ABS controller5011 and the aerodynamics controller 5020. The conduit 5030 is also usedto route control and power lines 5031 to the motorized aerodynamicstructure 5010. A pneumatic service line 5040 is connected to the ABScontrol valve and can provide pressurized air to the aerodynamiccontroller 5020 as well, if desired. The cables in the main electricalconduit are connected to the tractor's power generation and storagesystem via the J560 connection as known commonly in the art.

4.6 Wiring Map of Automated Aerodynamic Controls

FIG. 51 is a schematic diagram of a bottom view of the routing of thesystem for ECUs and “smart” latches 5120 for aerodynamic system control,as implemented on a trailer. An electrical or electro-pneumaticaerodynamic structure 5110 is mounted at a rear end of the trailer. Inaccordance with an illustrative embodiment, a smart latch 5120 is alatch that has a self-contained processing unit (instead of relying on asecondary processing unit). The smart latch processing unit is capableof deciphering the speed sensor signal and executing logic to indicatewhen to release the latch. The ABS controller 5111 and valve manifold5112 are connected to the speed sensor 5113. The two smart latches arealso connected to the same speed sensor 5113 via a signal splittingcable 5114, or other appropriate wired or wireless technology known inthe art. The main electrical conduit 5130 carries power to the ABScontroller 5111 and the smart latches 5120. The conduit 5130 can also beused to route control and power lines 5131 to the motorized aerodynamicdevice 5110. A pneumatic service line 5140 is connected to the ABScontrol valve and can provide pressurized air to the aerodynamiccontroller as well. The cables in the main electrical conduit areconnected to the tractor's power generation and storage system via theJ560 connection known commonly in the art.

4. Motor-Driven Cable System

Reference is now made to FIGS. 52-56 showing various illustrativeembodiments incorporating motor-driven cable systems. FIG. 52 is apartial perspective view of a four-sided aerodynamic structure shown inthe deployed position and including a hinged swingarm assembly and apowered actuator (e.g. an electric motor) to assist in opening and/orclosing of the aerodynamic structure, in accordance with theillustrative embodiments. FIG. 52A is a more detailed view of thepowered actuator shown in FIG. 52 operatively connected between the doorand a side panel. FIG. 53 is a partial perspective view of a three-sidedaerodynamic structure shown in the deployed position and including ahinged swingarm assembly and a powered actuator (e.g. an electric motor)to assist in opening and/or closing of the aerodynamic structure, inaccordance with the illustrative embodiments. FIG. 53A is a moredetailed view of the powered actuator shown in FIG. 53 operativelyconnected between the door and a side panel. FIG. 54 is a partialperspective view of the aerodynamic structure of FIG. 53 shown in apartially-collapsed position. FIG. 54A is a more detailed view of thepowered actuator shown in FIG. 54 operatively connected between the doorand the side panel, shown in the partially-collapsed position.

As shown in FIG. 52, the four-sided aerodynamic structure 5200 comprisesan upper panel 5210 that includes a first panel portion 5212 hingedlysecured to the door 5205. The upper panel 5210 includes a second upperpanel portion 5214 hingedly connected to the first panel portion along ahinge-line 5216, and secured to a side panel 5220. The aerodynamicstructure 5200 also comprises a bottom panel 5230. A similar aerodynamicstructure is shown in FIG. 53, which comprises an upper panel 5310including first panel portion 5312 and second panel portion 5314 thathinge together along hinge line 5316, and a side panel 5320. Note thatthe three-sided structure 5300 shown in FIGS. 53 and 54 does not includea bottom panel. The linkage assembly 5240 of FIG. 52 is secured to thedoor 5205, the upper panel 5210 and the lower panel 5230. The linkageassembly 5340 of FIGS. 53-54 is secured between the door 5305, the upperpanel 5310 and the side panel 5340.

With reference to FIGS. 52-54, a motor-driven cable system is providedthat includes a winch motor 5250, 5350 that controls a cable 5252, 5352(respectively). The cable is secured to the side panel by a tensionswitch rocker 5265, 5365. The motor-driven cable system allows for afully automated system that can both open and close the aerodynamicstructure 5200, 5300. The aerodynamic structure 5200, 5300 is passivelybiased open by the power of a gas spring 5207, 5307. Then the controlunit requests the system to close the aerodynamic structure, the winchmotor 5250, 5350 pulls in the cable (in the direction of arrow 5420 inFIG. 54), fighting against the bias of the gas spring 5207 and closingthe unit, in the direction of arrow 5410 in FIG. 54.

An electronic latch 5255, 5355 holds the aerodynamic structure 5200,5300 closed against the power of the gas spring 5207 and wind gusts,where applicable. The latch 5255, 5355 is secured to the striker bolt5260, 5360 when the aerodynamic structure 5200, 5300 is in the closedposition, against the door 5205, 5305. Although the latch 5255 is shownon the bottom panel 5230 and the associated pin or bolt 5260 is securedto the side panel 5220, it is expressly contemplated that the placementof the latch and associated pin can be placed at any appropriateposition so as to hold the panels securely closed when in the foldedposition. Likewise, the latch 5355 is shown secured to the side panel,with the striker bolt 5360 secured proximate the hinged swingarmassembly 5340. The placement of the bolt and latch are similarlyvariable within ordinary skill to achieve secure latching of the panelsin the closed position when the aerodynamic structure is closed.

When the electronic control unit (ECU) sends a request to open (forexample, based upon the vehicle speed exceeding a certain amount, suchas 35 mph), the electronic latch 5255, 5355 releases and the motor 5250,5350 unwinds the cable 5252, 5352. Loss of tension in the cablesignifies the end of the opening sequence, and the motor 5250, 5350stops turning. The tension switch rocker 5265, 5365 monitors the amountof tension in the cable. In addition to stopping the motor at the end ofthe opening sequence, the tension switch rocker 5265, 5365 momentarilyhalts the motor if the opening sequence stalls for any reason (such as ahigh wind gust against the outside of the side panel). This protectsagainst extra unspooling of cable, which could potentially get caught onother rear components.

There are several mechanisms that keep tension on the cable. The amountof tension can be monitored by the tension switch rocker 5265, 5365,shown in greater detail in FIG. 55. One way to ensure proper tension ismaintained is to deliver a controlled level of electric current to themotor at all times when the aerodynamic structure is in a staticposition. This puts a constant amount of tension on the cable. A secondtensioning means is the gas spring that forces the aerodynamic structureopen, which keeps a constant tension on the wire. A tension sensingrocker switch (5265, 5365) controls when the electric winch spools outcable, maintaining tension during open and close operations. A thirdtensioning means is a cable spool mounted opposite the winch motor thatstores any excess cable, and is held in tension using a spring motor(similar to a conventional tape measure storage system).

In certain illustrative embodiments, the motor-driven cable system andassociated gas spring can be a functional system without the use of thelatching mechanism. In accordance with a non-latching system, the cableand motor are responsible for maintaining the closed position of theaerodynamic structure under high winds (as opposed to being a back-uprestraint system when the latching mechanism is included). The drivesystem can further have electronic brakes, physical breaks, backdrivelimitations, employ an electric latch, or maintain applied force, inorder to hold the unit closed when in high winds.

Moreover, the automated system for opening and closing the aerodynamicstructure can be created using a plurality of actuators. These actuatorsperform a similar function to the gas spring or the winch, however usedifferent motive forces. Types of actuators contemplated include alinear pneumatic cylinder, a pneumatic contracting muscle, a pneumaticexpanding bladder, indirect drive linear electric motor, linearhydraulic cylinder, electric winch, rotary pneumatic motor, rotaryelectric motor, and other actuators known to those having ordinaryskill.

5.1 Tension Rocker Switch

Reference is now made to FIG. 55 showing a detailed view of the tensionrocker switch of the motor-driven cable winch system, in accordance withthe illustrative embodiments. The tension rocker switch is illustratedas the switch 5265 from FIG. 52; however it can also comprise the switch5365 from FIGS. 53-54, or another appropriate switch in accordance withthe illustrative embodiments herein. The rocker switch 5265 comprises asnap acting limit switch 5505 that senses the position of the rocker.When a sufficient amount of cable tension (arrow 5508) overcomes thetorsion spring 5510 on the axle 5512, the rocker rotates into contactwith the snap-acting limit switch 5505. A cover (not shown) can beplaced over the limit switch 5505 to protect the switch from debris andother unwanted materials. The tension switch is used in conjunction withan electric winch operated fully automatic aerodynamic structure. Theswitch monitors that the cable maintains a specific amount of tension5508 at all times and prevents the winch from unraveling excess cable.

5.2 Indicator Light on Electronic Latch

In accordance with the electronic latch embodiments, an indicator lightmay be used. FIG. 56 is a partial perspective view of an indicator lightto be used in conjunction with an electronic latching mechanism, inaccordance with the illustrative embodiments. FIG. 56A is a moredetailed view of the integrated indicator light. The system 5600includes an integrated indicator light 5605, which is mounted to abracket 5610. The light 5605 is mounted on the front radius of thetrailer 5615 and is visible through the driver side rear view mirror.The light indicates the position of the aerodynamic structure as beingopen or closed. For example, the light can be “ON” if the aerodynamicstructure is closed, the light can be “OFF” if the aerodynamic structureis open, and the light can be flashing if the aerodynamic structure isopen and the vehicle is driving in reverse (such as to warn the driverof damage risk). The light works in conjunction with the fully automatedand partially automated aerodynamic structure to increase driverawareness of the aerodynamic structure.

It should be clear that the various embodiments described herein provideeffective and reliable mechanisms and techniques selectively deployingand manipulating rear aerodynamic devices. These mechanisms andtechniques effectively employ a variety of motive mechanisms commonlyavailable in the operational systems of commercial trucks includingthose hydraulics, pneumatics, vacuum and electro-mechanics.

The foregoing has been a detailed description of illustrativeembodiments of the invention. Various modifications and additions can bemade without departing from the spirit and scope of this invention.Features of each of the various embodiments described above may becombined with features of other described embodiments as appropriate inorder to provide a multiplicity of feature combinations in associatednew embodiments. Furthermore, while the foregoing describes a number ofseparate embodiments of the apparatus and method of the presentinvention, what has been described herein is merely illustrative of theapplication of the principles of the present invention. For example,although the term “aerodynamic structure” has been used herein inrelation, for the most part, to three-sided structures having an upperpanel and a pair of side panels, it is expressly contemplated that afour-sided structure having an additional bottom panel or otherappropriate structure can also employ the teachings herein. Theembodiments herein are applicable to swinging door trailer structures,as well as rolling door structures, although swinging door embodimentshave been shown and described for illustrative purposes. Theseembodiments are readily applicable to rolling door structures forproviding aerodynamic benefits and access to the trailer interior asappropriate. Also, the upper panel of the aerodynamic structure isgenerally depicted as a folding origami-style panel; however anon-origami upper panel can also be implemented in accordance with theillustrative embodiments herein. Moreover, it is expressly contemplatedthat latch mechanisms, actuators, and other mechanical devices describedherein can be operated using electric, hydraulic, pneumatic or acombination of such motive forces. Electrical devices can be employedusing linear motors, stepper motor servos, or a combination thereof.Furthermore, while nominal speed is used as an event trigger example, itis expressly considered that other vehicle events, such as a change inspeed over a set amount of time, driving in a certain gear, or aninstantaneous acceleration value, can be used as an event trigger. Oneexample is an accelerometer that signals to deploy an aerodynamicstructure once the vehicle has increased its speed by 20 mph or moreduring a 30 second interval—this is a better design match to thecapabilities and inherent margin of error in an accelerometer.Additionally, directional terms such as “top”, “bottom”, “side”, “rear”and “front” are exemplary only and not definitive. Also, as used hereinthe terms “process” and/or “processor” should be taken broadly toinclude a variety of electronic hardware and/or software based controlfunctions and components (as well as any appropriate pneumatic,hydraulic and/or electromechanical components). Moreover, any depictedprocess (including procedure or process steps) or processor can becombined with other processes and/or processors or divided into varioussub-processes or processors. Such sub-processes and/or sub-processorscan be variously combined according to embodiments herein. Likewise, itis expressly contemplated that any function, process and/or processorhere herein can be implemented using electronic hardware, softwareconsisting of a non-transitory computer-readable medium of programinstructions, or a combination of hardware and software. Accordingly,this description is meant to be taken only by way of example, and not tootherwise limit the scope of this invention.

What is claimed is: 1.-18. (canceled)
 19. A system comprising: one ormore actuators operatively connected to at least one panel of anaerodynamic structure to move the aerodynamic structure from a deployedposition to a retracted position or from a retracted position to adeployed position; one or more electronic control units that processsensor signals to analyze motion of a vehicle and control the one ormore actuators based on the motion of the vehicle and control logic; andone or more mechanisms that bias the aerodynamic structure into thedeployed position or the retracted position when the one or moreactuators are not actuated.
 20. The system of claim 19 wherein theaerodynamic structure is rear-facing, and wherein the aerodynamicstructure comprises at least an upper panel, a first side panel, and asecond side panel.
 21. The system of claim 20 wherein: the upper panel,the first side panel, and the second side panel each mounted to a doorof a cargo body of the vehicle and move between a folded position on thedoor in the retracted position and the deployed position, in thedeployed position, the aerodynamic structure has an internal cavitydefined by the upper panel, the first side panel, and the second sidepanel, and a linkage assembly is operatively connected between the upperpanel and the first side panel or the second side panel so that movementof the first side panel or the second side panel causes movement of thelinkage assembly in response thereto and movement of the upper panel inresponse to the movement of the linkage assembly.
 22. The system as setforth in claim 20 wherein: the aerodynamic structure further comprisesone or more bottom panels, the upper panel, the one or more bottompanels, the first side panel, and the second side panel each mounted toa door of the cargo body and move between a folded position on the doorin the retracted position and the deployed position, in the deployedposition, the aerodynamic structure has an internal cavity defined bythe upper panel, the one or more bottom panels, the first side panel,and the second side panel, and a linkage assembly is operativelyconnected between the upper panel and the one or more bottom panels sothat movement of the one or more bottom panels causes movement of thelinkage assembly in response thereto and movement of the upper panel inresponse to the movement of the linkage assembly.
 23. The system ofclaim 20 wherein the one or more actuators are operatively connectedbetween a door of a cargo body of the vehicle and the first side panelor the second side panel.
 24. The system of claim 20 wherein the one ormore actuators are operatively connected between a door of a cargo bodyof the vehicle and the upper panel.
 25. The system of claim 19 furthercomprising an electronic latch mechanism operatively connected to theone or more electronic control units, and wherein the electronic latchmechanism releases based on a signal received from the one or moreelectronic control units.
 26. The system of claim 25 wherein theaerodynamic structure is configured to move to the deployed position orthe retracted position under a biasing force supplied by the one or moremechanisms upon release of the electronic latch mechanism.
 27. Thesystem of claim 25 wherein the aerodynamic structure is secured in theretracted position when the electronic latch mechanism is in a latchedstate and the aerodynamic structure is biased into the deployed positionby the one or more mechanisms when the electronic latch mechanism is ina released state.
 28. The system of claim 25 wherein the aerodynamicstructure is secured in the deployed position when the electronic latchmechanism is in a latched state and the aerodynamic structure is biasedinto the retracted position by the one or more mechanisms when theelectronic latch mechanism is in a released state.
 29. The system ofclaim 25 further comprising an indicator, wherein the indicator displaysfeedback from the electronic latch mechanism or the one or moreactuators to alert a user of a position of the aerodynamic structure.30. The system of claim 19 wherein the one or more powered actuators isa motor-driven cable winch system that automatically pulls one or morepanels of the aerodynamic structure into the retracted position basedupon a signal received from the one or more electronic control units.31. The system of claim 19 wherein the one or more mechanisms that biasthe aerodynamic structure comprise one or more gas springs or torsionsprings.
 32. The system of claim 19 wherein one or more of the one ormore electronic control units is an antilock braking system controller.33. The system of claim 19 wherein one or more of the one or moreelectronic control units is connected to a wheel speed sensor.
 34. Thesystem of claim 19 wherein one or more of the one or more electroniccontrol units includes a built-in accelerometer to analyze the motion ofthe vehicle.
 35. The system of claim 19 wherein one or more of the oneor more electronic control units includes a built-in GPS to analyze themotion of the vehicle.
 36. The system of claim 19 wherein one or more ofthe one or more of the electronic control units is connected to a firstpressure sensor and a second pressure sensor, wherein the first pressuresensor is located at a rear of the aerodynamic structure and the secondpressure sensor is located in an airstream, wherein the first pressuresensor and the second pressure sensor calculates aerodynamic pressuredrag at the rear of the aerodynamic structure.
 37. The system of claim19 wherein one or more of the one or more electronic control units isconnected to an optical reader that calculates the motion of the vehicleby viewing displacement of the ground relative to the vehicle.
 38. Thesystem of claim 19 wherein the one or more actuators includes one ormore of: a linear pneumatic cylinder, a pneumatic contracting muscle, apneumatic expanding bladder, an indirect drive linear electric motor, alinear hydraulic cylinder, an electric winch, a rotary pneumatic motor,or a rotary electric motor.
 39. A system comprising: one or moreactuators operatively connected to at least one panel of an aerodynamicstructure to control positioning of the aerodynamic structure betweenone of a deployed position or a retracted position; one or moreelectronic control units that process sensor signals to analyze motionof the vehicle and control the one or more actuators based on motion ofthe vehicle and control logic; and one or more mechanisms that bias theaerodynamic structure into the other of the deployed position or theretracted position, wherein the aerodynamic structure comprises at leastone upper panel and at least two side panels, and wherein the one ormore actuators are operatively connected between a door of a cargo bodyof the vehicle and the at least one upper panel or the at least two sidepanels.